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Technical Reoort 



Gdidance on Estimating Motor 
Vehicle Emission Reductions From 
Use of Alternate Fuels 
and Fuel Blends 


the 


HAK 17.1997 




DRAFT 


July 1987 


Emission Control Technology Division 
Office of Mobile Sources 
Office of Air and Radiation 
U. S. Environmental Protection Agency 
2565 Plymouth Road 
Ann Arbor, MI 43105 







\ 





INTRODUCTION 


Purpose I 
Alternative Fuels Addressed 2 
Usage Scenarios Addressed; Tracking 2 
Organization 4 


BACKGROUND ON SI? INVENTORIES FOR MOTOR 5 

VEHICLE EMISSIONS 

?ER-^7EHICLE EMISSION REDUCTIONS WITH 3 

ALTERNATE FUELS 


Oxygenated Gasoline Blends 

10% Ethanol blends (3.7% oxygen) 

Exhaust HC, CO and NOx E.tissions 
Evaporative HC Emissions 
Methanol Blends with 3.7% Oxygen 
Exhaust HC, CO and NOx Emissions 
Evaporative HC Emissions 
11% MTBE Blends (2% oxygen) 

Exhaust HC, CO and NOx Emissions 
Evaporative HC E.missions 

Simultaneous Marketing of Ethanol, Methanol 
and MTBE Blends 

Compressed Natural Gas (CNG) Vehicles 
Flexible Fuel Vehicles 
Dedicated Methanol Vehicles 
Current Technology 
Advanced Technology 


3 

3 

1 2 
12 
12 
13 
13 
13 


n 


19 


CALCULATION OF FLEET EFFECTS 21 

General Approach and Model Year-Spec i fic 21 

Adjustment Factor 

Partial Penetration by One Blend or 23 

Vehicle Type 

Simultaneous Marketing of MTBE, Ethanol, 23 

and/or Methanol Blends 

Blends and CNG, FFV, M3 5 and/'or MlOO in Same 2 4 
Model Year 


SBTAINING 


SPECIAL MOBILE 3 OUTPU' 


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Appendix A Instructions on Calculating Cominingl in^ 

Effects When 3oth Methanol and Ethanol 
Blends Are used 


Aooendix 3 


Formula for Quadratic Interpolation Base- 
on Blend Market Share 


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This document: provides methods and assum.ptions 

estimatinc the impact of use of alternative fuels and f 
blends on motor vehicle emissions. The information is presen 
in a format which assumes it will used by State and local 
quality planning agencies in preparing current and fut 
emissions inventories and emission redaction strategies dur 
1937 , 1983 , and 1989 . Such planning efforts will oe necess 
in areas which receive calls from E?A for revisions to th 
ozone or CO State Implementation Plans (SI?) following th 
failure to attain (or in a few cases to provide for attainm. 
in a prospective sense) the National Ambient Air Cual 
Standards (NAAQS) for these pollutants. As of the publicat 
date of this report, SPA has not yet proposed speci 
requirements applicable to these SI? calls, but is expected 
do so in the Federal Register by the fall of 1987. While 
details of the requirements are not known, it is certain t 
many affected areas will need to estimate current and fut 
year motor vehicle emissions. Use of alternative fuels and f 
blends is likely to be part of future scenarios that will 
examined in manv areas. 


' A 


tio 
zr. 0 

"I a ^ 


Adherence to the methods and assumptions in this docum.ent 
when preparing SI? revisions will facilitate SPA review and 
avoid the need for States to justify those aspects of their 
analysis. Differing assumptions and methods, if used, will be 
subject to closer and more questioning SPA review. In all 
cases, final SPA approval or disapproval of a particular State's 
SI? revision occurs only after notice and opportunity for puolic 
comment, including any comments on the methods and as sum.p 11 os 
recomm^ended here. 


While not specifically addressed, the inform.ation in tnis 
document may be useful for estimating the emissions impact o: 
smaller scale use of alternative fuels than might be 
contemplated in a SI? revision. 

The reader is warned that the methods described in this 
document have not been cast into the form of a seIf-conta me 
computer model or single look-up table. At the present tim.e, 
hand calculation and transcription of intermediate results is 
necessary. The resourceful planner may be able to automate 
these steps, however. 







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/ i 

native Fuels Addressed 

^ oa ’* 

ate information is orovided for the following c” 

tvces of 
fu'els to 

fuels. In some cases cross references are made, between 
avoid repetition of numerical information that can 


acclv to T.ore than one fuel. 


0 

13=i ethanol blends (gasohol) . 

0 

Methanol blends (including DuPont and Oxinol). 

0 

Methyl Tertiary Butyl Ether (MT3E) blends. 

0 

Retrofit of gasoline vehicles to achieve dual-fuel 
gasoline /compressed natural gas (CNG) capability and 
new CNG vehicles. 

0 

Newly .manufactured "flexible fuel" vehicles caoable 
of operating on gasoline/methanol mixtures rangi.nn 
from 100% gasoline to 85% gasoline/15% methanol. 

0 

Newlv .manufactured vehicles designed for ooerati:n 
only on a mixture with at least 35% methanol and 
employing "current" technology. 

0 

Newlv manufactured vehicles desianed for oceration 
only on 100% methanol and employing "advanced" 

technology. 


. 3 ‘Jaace Scenarios Addressed; Tracking 

This docuTcent addresses only the issue of individual 
enisle effects when operating on ,an alternative fuel. .1 
overn.nent program on alternative fuels could tai<e a variety tf 
orms with respect to requiring or encouraging the use of 


alternative fuels. A regulatory mandate to require certain 


'/eh ides 
foIlow ing 
take: 

to use one specific fuel is one approach. Th.e 
are some of the other forms a government progra.m .mignt 

0 

-A requirement that all fuel sold for use in gasoline 
vehicles have a minimum oxygen content. Depending on 
the oxygen content requirement, ethanol blends 

(gasohol), methanol blends, and MTBE blends might all 
compete and achieve a market share mix that iepends 
on relative cost and local consumer attitudes ir.f 
otner conditions. Presently, a minimu.m rxygen 

content of anything more than 2% would preclude 
marketing of MTBE blends in unleaded fuel, since 21 
oxygen is thelimit of EPA’s "substantially similar" 
r egu la t ion. The market share mix m.ust ce 

predicted to calculate the net effect on emissio.ns 
since each of these three blends affects emissions 
dif fer ently. 











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A :equ ir err.ent: tnat each wholesaler (or each actor at 
a hioher level of tne mar'<e ting chain) achieve a 
certain average oxygen content in its product over 
3ome reporting period, with trading' of oxycen 
"credits" among wholesalers. Such an "averaging wiih 
trading" approach would make it possible to soecify a 
minimum average oxygen content greater than 2%, 
witnout necessarily forcing MT3E ' blends or even 
oxygen-free gasoline from the market, since 
wholesalers of these fuels may buy credits for their 
oxygen deficit and adjust their prices accordingly. 
This feature may be attractive to areas which desire 
larger CO emission reductions but which wish to 
preserve consumer choice. One complication would be 
t.he more elaborate record-keeping and enforcement 
program required to ensure compliance. As in the 
simpler example above, the market mix of fuel types 
must be forecast to estimate emission reductions. 

o A requirement that certain types of fleets retrofit 

all newly purchased vehicles to operate on compressed 
natural gas. 

o An initially voluntary but by agreement irrevocaole 

and enforceable commitment by a large fleet to use an 
alternative fuel. This might be part of an e.missions 
trade agreement, for example. 

o An incentive program for use of one fuel or a group 

of fuels based on differences in State or local fuel 
taxes or vehicle sales taxes. 

o A promotional program based solely on voluntary 

par ticipation. 

Predicting how many and which types of vehicles will use 
each type of fuel in response to a specific planned governm.ent 
program is an important step in estimating its effect on motor 
vehicle fleet emissions. This document does not attempt to 
provide standard assumptions on usage of alternative fuels. 
Instead, States must demonstrate a reasonable basis for their 
own estimates of fuel use by type. EPA technical staff are 
available to discuss such estimates before States invest heavily 
in analysis or planning based on them. 

It is expected that EPA's forthcoming policy on po3t-l?-'~ 
nonatta inment will require affected areas to both adopt emission 
reduction measures and to report periodically to EPA on the 
status of their implementation efforts and on the year-to-year 






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chances in their eciissLon inventory. If this inventor*/ tree-; 
systen sno'.vs sicnificant differences bef^een the excec 
inventory trend and the trend that actually occurs, E?A w 
li<ely require soT.e sort of corrective or offsetting action 
tne area. States which adopt an alternative fuels prog ran, 
receive SPA approval for emission reduction estimates based 
predicted future usage levels as a result of that program, w 
be required to track and report on actual usage leve 
Sicnificant errors in prediction may require further revision 
tne SIP. 


A final usage issue relates to seasonal requirements 
incentives for alternative fuels and how to predict usage in 
off season when use is not required or subsidized. For examp 
an area might require ail gasoline-type fuels to contain 
certain minimum level of oxygen only in winter months, but - 
m.ay indirectly result in substantially higher use of oxygens 
blends in summer months. Depending on a number of facto 
summer time VOC emissions, may be increased or decreased as 
result. Areas adopting winter time alternative fuels progr 
should explicitly predict their effect, if any, on sumimer o 
VCC and hence on VOC reduction targets. This document: can 
used to estimate summer VOC effects, but only given an exter 
prediction of fuel use by type. Each State must demionstrao 
reasonable expectation that its prediction is accurate. . EPA 
require actual use in summer to be tracked and reported. 

1.4 Orcan ization 


This document is organized as follows. 

Section 2.0 provides some background on how .motor veni 

e.mission inventories are estim.ated apart from the complioan 
posed by alternative fuels. 

Section 3.0 presents the core technical assumptions ab 

the effect of each alternative fuel on various types 

vehicles. These assumptions are for the most part not der i 
or defended in this document, but appropriate references 

otner documents are provided. 

Section 4.0 explains how these core assumptions can be u 
to adjust the output of MOBILE! to reflect an alternative : 
usage scenario of interest. 

Section 5.0 gives instructions on how no obtain tnd is 

soecial '/ersion of .MOBILE!'s FORTRAN code so as to acnie'/e 
practice the steps described in principle in Section 4.0. 







- 0 - 


2.0 




C T 3 

• ^ ^ ■^' • 1 ^ • 


^ y » ♦ — % t 

1 -'« ^ Z, 


RIES FOR MOTOR '/EHIO: 


T ‘ f 


Excep“ for Califocn 
eo\i33iop. LPventories in 


,a areas, ERA requires the motor ve'r. i 
all ozone, CO, and f^02 SI? revisi 


.0 be based on the most recent available version of ERA'S mo: 






source em 

i s s 

ion factor 

computer model. 

The current ver 

3 io; 

MOBILES; 

MOBILE4 is 

under development 

and 

exoec ted 

to 

released 

in 

the fall 

of 1987 , for use 

in 

pr epa ring 

t h e 

revision 

for 

which ERA 

will call in early 

1988 

MOBILE 4 

wi 1 


• O 

w 

: • p 

A 

-—-- * -a'--- --W. 

Updated internally with new information, and will also allow 
planners to account for the influence of some factors non 
addressed by MOBILE3. Externally, M0BILE4 will resemble M05I1E2 
and' will be used in the same manner by planners. The discussion 
that follows will refer mostly to MOBILES, but will apply no 
MOBILE4 also. 


The function of MOBILES is to provide estimates of the 
average emission levels of in-use motor vehicles, expressed in 
grams per mile. The normal output provides average levels for 
each of HC (either total or non-methane at the user's 

direction), CO, and NO^ for each vehicle type and for all 
vehicle types averaged together. The following vehicle types 
are used. ; 

o light-duty gasoline vehicles (LDGV) 

o light-duty gasoline trucks below 6000 GV^vR (-LDGTl) 

o light-duty gasoline trucks between 6000 and 3 500 Glt-rR 

(LDGT2) 

o light-duty diesel vehicles (LDDV) 

o lighu-duty diesel trucks below 8500 GVInR (LDCT) 

o heavy-duty gasoline vehicles (KDGV) 

o heavy-duty diesel vehicles (HDDV) 

o motorcycles (MC) 

A planner typically wishes to estimate motor vehicle 
emissions of a given pollutant for a certain city, an indi'/ifual 
roadway, or a collection of similar roadway segments for a year, 
a dav, or an hour. He or she would do this by making ?r 
obtaininc an estimate of tne number of vehicle miles traveler 
(VMT) in the oeographic area and time period of interest an i 

multiolying it by the gram per mile "emission factor" procucea 
bv MOBILES. 



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To allow tr.e planner to get 
represenoat ive of the geographic 
investigation, MOBILES allows' the 
input parameters to reflect local conditions’, 
important of these factors are the following: 




an emission tactor ' tna 
area and time period 
user to specify a numcer of 

The more 


o whether the area is at low or high altitude 

o the VMT split by vehicle type 

0 for each vehicle type, the age mix of venicle 

registrations 


o 


for each vehicle type, the mileage accumulation rate 
by age of vehicle 


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0 average speed of the traffic in the area 

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o the features of any periodic vehicle inspectitn 

program operating in the area of interest 

o local tampering and misfueling rates 

o the calendar year of interest 


■ e n i c 1 e s 


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last item is very important since it determines 
resigned to different emission standards an', 
therefore deterioration. 


, n e .m i x 

- o • - 


For every input parameter except calendar year, M03ILE3 (or 
Its user's mianual) provides a default value for users non 
wisning or able to use local conditions. The defaults generally 
represent summer time nationwide urban conditions. 


The influence of some input parameters is very strong 
the overall emission factor output can vary by a factor of 
4 or more by setting some inputs to extreme but still real 
values. Speed, temperature, and cold/warm mix are particu 
infliential. These inputs can affect the relative ccntrih 
of different vehicle types and vintage to the overall emi 
factor cutouts, as well as its absolute level. 


3 or 






w O 


The default inputs to MOBILES are also the conditions of 
the official Federal Test Procedure (FTP) for vehicle emissions, 
which is used for regulatory purposes. The FTP conditions are 
also used in nearly all research projects involving vehicle 
emissions and factors that affect them. In particular, 

virtually all reliable data on the emissions effects of 

alternative fuels has been collected under these FT? 








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alternative fuels for SI? purposes is to provide a way to orifge 
cetv/een test data collected under FT? conditions and the Local 
conditions facing individual SI? planners. This issue is 
addressed oy the method presented in subsequent sections. 

This document does not address how local inputs for M03I1Z3 
should be estimated, or methods for estimating '/:-lT in a 
particular area and time period. EPA Regional Offices should he 
contacted for guidance in these areas. 


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rZy.-'.'Zr.Z ZIZ EMISSION HEOL'CTIO^IS NITH AITERN.^'^E 


3.1 Cxvzer.i“ed Gasoline Blends 


10^ Ethanol Blends (3.7'^ oxvcen) 


ana 
He a 

a ■ — 


Sou 

sec 

to 


Mucn of tne infortiation in Section 3 is sunnarized fr 
ent ERA reports on the effects of fuel volatility on vehic 
ssions.^'^ Much of the inforziation also comes fr 

lyses and test programs run by the Colorado Department 
1th for_ exhaust emissions of vehicles at hi 

i tude^ ' ^ ^ ' and from statistical analyses of 

itude data, performed by the ERA Office of Mobi 
r ces . ^ ^ Much of the information in th 

tion for ethanol blends is applicable to methanol blends an 
a lesser extent, MT3E blends both of which are discussed 
er Sections (3.1.2 and 3.1.3). 


le 

om 

A 

c h 
ow 
L 

1 3 

o , 


3.1.1.1 Exhaust HC, CO and NOx Emissions 

The use of an oxygenated fuel blend such as gasoline witn 
13% ethanol (gasohol) results in an enleanment (i.e., more 
oxygen for fuel combustion) due to the oxygen contained in the 
blend itself. Fuel metering devices on vehicles such as 

carburetors or fuel injectors (without an oxygen sensor or witn 
an oxygen sensor but operating in the "open loop" mode where tne 
sensor is not functional) usually meter fuel and air 
VOlumetrically. Thus, the oxygen in the fuel results in less 

fuel and more total oxvaen reachina the enoine for fuel 

comcustion since the amount of air is not diminished. If tne 
initial mixture on gasoline is rich of stoichiomietric, this 

enlean.ment results in reduced exhaust HC and CO but causes an 
increase in vehicle nitrogen oxide (MO.^) emissions. 


A closed-loop vehicle with an operating oxygen sensor 
control of the engine will try to compensate for the oxv' 


present in the fuel by increasing the fuel flow 
stoichiometry is achieved. If its fuel system has the ne',-t;io 
range of control authority, such a vehicle experiences little 
no enleanment due to the blend for those portions of veh 1 
operation when the oxygen sensor is functioning and in cont 
of tne engine. Thus, one expects a smaller absolute reduct 
in exhaust HC and CO emissions from vehicles with oxygen sens 
'generally 1931 and later model years) than earlier model y 
vehicles and perhaps a smaller proportional reduction as we 
It s^iould be noted, however, that a closed-Loop vehicle orodu 
most of Its CO during its occasional open-Loop modes 
ooeration. 


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T S 
'/An i c L s 

alt it'jce 
operate 
VOa Id e: 
err.iss ion 
closed-L 


reductions in HC and CO are cenerally create: 
2 t high altitude since a given volurre of air at 
nas lower density and less oxygen. Open-loop vehi 
richer nore often and to a greater degree than 
: low altitude which results in greater gra.T.s per 
reductions due to the enleanment. The sa.ne holds 
oop vehicles during their open-loop modes. 




Various organizations have done extensive tests under low 
altitude conditions on oxygenated blends providing a large data 
base that can be used to quantify the effects of these blends on 
emissions. Only the Colorado Department of Health has conducoed 
and published data from exhaust emission tests on nu.meroos 
vehicles at high altitude. 

ZPA has reviewed the available data and performed several 
statistical analyses to better quantify these emission effects. 
Table 3-1 lists the exhaust emission changes expected wion 
oxygenated blends for fuels with 3.7% oxygen (gasohol or 
methanol blends) and 2% oxygen (an 11% MT3E blend). The 
separate low and high altitude data bases indicate essentially 
the same CO effect of blends on a percent basis, as shown in tne 
table. Since the effect of altitude on HC and NO^ emissions 
is much less than on CO, and complete summaries of the high 
altitude HC and NO^ data have not been published, me 
percentage changes for low altitude have been used for the hign 
altitude cases as well. Both CO and exhaust volatile organic 
compounds (VOC) decrease while NO^ increases. VOC, in effect, 
are the non-methane hydrocarbons with adjust.ments made to 
account for the lower photocnemica1 reactivity of methanol, if 
present. 


Only limited data are available 
vehicles maxing these estimates more 
i.noortant ooint to note is that some, 
closed-loop vehicles are equipped with 
Properly functioning vehicles with 
continuously adjust their open-loop fuel 


for 


closed -1 


,ne 

tentative. 

but not 
"adaptive 
adaptive 
calibrations based 
Thus , 


V-,' * 1 tr 

all, 
learning 
learn 


0 /-* < 
w' 

we 


she most recent period of closed-loop operation. unus, tnev 
compensate at least partially for fuel-caused enleanmen 
when the oxygen sensor is not in control, such as during c 
starts and heavy accelerations. They may also not run as r 
in failure modes as simoler closed-looo vehicles. Th 


3 f • — 


0 - u 


CO (and HC' 

reductions than earlier closed-loop vehicles. These low^; 
reductions excected for the adaptive learning ve’nicles may no 


vehicles are expected to have lower exhaust 

than earlier closed-looo vehicles. 


ce full’/ reflected in 


the limited test data availaole. 




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increases in RV?, as can occur witn etnanol ble 
not been adjusted to .neet ASTM volatil 
tns, cause an increase in exhaust e.nissions. 
increase in RV? of about I psi results in about a 
exhaust hydrocarbon emissions which is included 
unn of the above mentioned table. 


1 \ 




-vaoorstive nu 


Emissions 


Evaporative emissions consist of hot soak and diurnal 
emissions. Hot soak emissions occur during the pericd 
immediate I" following engine shut-down (i.e., at the end of eacn 
vehicle tr.p). These losses will originate from both tne f^el 
metering system and from the fuel tank. These emissions are 
greater for carbureted vehicles than for vehicles with fuel 
injection. Diurnal emissions consist of hydrocarbons cotn 
evaporaced and displaced from the vehicle's fuel tank as she 
vehicle tracks the diurnal swing in ambient tem.peratures. Eacn 
day, as the fuel in the tank and the vapor above tne fuel hear 
up, more of the liquid fuel evaporates and the vapor itself 
expands, with both phenomena causing hydrocarbons to be released 
into the atmosohere. 


M0BILE3 assumes that each vehicle makes 3.05 daily trips 
totalling 31.1 miles per day, so that there are 3.05 incidences 
of hob soak emissions for every diurnal emission. However, in 
reality, the relative number of hot soak and diurnal emissions 
vary with vehicle age since older vehicles are used for fewer 
daily crips (and also fewer miles but not in exact proportion/ 
than newer vehicles. MOBILE4 will account for tnese 

differences. Also, local areas may in M03ILE4 be able to 
specify local factors. To account for this accurately 
assessing alternate fuels would be very difficult with MC5I1E2 
and pernaps also in MCBILE4, and is beyond this document. This 
document uses the fixed weighting from MCBILE3 for all age 
vehicles. 


This report gives data on evaporative emissions with botn a 
low and high volatility fuel of 9 and 11.7 psi RV?. “oel 
volatility varies from one part of the country to another. Ttr 
example, in .most areas of the country, the recommended ASTM R'.’T 
level during the summer months is generally 11.5 psi, altncugn 
som.e areas have lower RV? but higher average temperatures and ir 
hicher altitude which lead to aopcoximatelv eauivalent 
emissions. For the purposes of this report, the 11.7 psi RV? 
fuel tan be used for the 11.5 psi RV? case. The 9.3 psi 


values are cro'/ided because E?A intends to propose a new i 
of 9.2 psi that will apply for some years for which state 
local planners will wish to estimate blend effects. These 
cases are evaluated separately because evaporative emissions 
a non-linear function of RVP. Thus, the effects at one 
level could not be easily evaluated based on the effects at 


are 

RV? 




otner level. 








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increases 


RV? 


AH Hi*: ion of ethvl alcohol 


■Jse of alcohol 
casoline. Addi 
increase in RV?; since the resultant 
A5TM RV? limits, the final blend will 
RV? and can exceed A3T^^ levels, 
significantly smaller RV? increase 
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compared to tn* 
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blend is not sue; 
be about 1 psi 
(Claims by some o 
with ethanol are 
data in the literatur 


^ r* ^ ^ r 


Z . 4 

10 


Evaporative em.issions from an ethanol blend are a mix of eth 
and gasoline vapors. It is important to note that equal RV 
assumed to result in equal moles of diurnal emissions; the 1 
molecular weight of ethanol (46) versus the typical evapora 
hydrocarbon (64) results in slightly lower mass emissions, 
factor has been accounted for in the tables. 


(.) 

.no 1 
I s 
we r 

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'% • - 

... 2 


Addition of ethanol to gasoline also changes 
distillation curve of the fuel and, in particular, increases 
percent evaporated at ISO^F. The increase in the loO'^ poin- 
has been shown to result in an increase in hot soak evaporative 
e.missions even though the fuel RV? is constant. 


Another important oheno.menon to consider with gasohol 
blends is "commingling" which refers to the .mixing of 
gasoline/alcohol blends with non-alcohol gasolines in vehicle 
fuel tanks whenever consumers switch from one fuel type to the 
other when refueling their vehicles at a service station. The 
resultant commingled blend consisting of a mixture of gaso.ncl 
and gasoline will have a higher RV? level than the si.mple volu.m.e 
weighted average of the gasohol and gasoline. With 50% marker 
penetration of gasohol and 50% gasoline, a maximum a.mount of 
commingling of the two different fuel types will occur. Tacle 
3-2 gives these values for ethanol blends. If tne .marker 
penetracion of an ethanol blend is other than 50%, a com.ming 1 i.ng 
value should be determined by use of a quadratic equanon 
through the three points given for 0%, 50%, and 100% marNer 

share. The subject of commingling is discussed in miore detail 
later . 

A final factor has been raised for ethanol blends 

concerning the relative reactivity of ethanol compared te 
hydrocarbons in either exhaust or evaporative emissions. Some 
smog chamber data have indicated that on a carbon-for-carbon 
basis ethanol is only slightly less reactive than the 
hydrocarbon compounds in exhaust and evaporative em.issions.-- 
This slight decrease in reactivity is not great enough to give a 
credit for "ozone" reduction for the ethanol content of either 
evacorative or exhaust emissions. However, ethanol has fever 
caroon atoms per gram than gasoline vapor, so an ad]u3tmen': far 
this has been incorporated into the evaporative VCC estimates. 


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3.1.2 


Methanol Blends 's'ith 3.7% Oxvaen 


To date, two different waivers for Tiethanoi blends have 
been approved. The first is the ARCO Oxinol waiver for up to 
4.75% netnanoL and 4.75% t-butanol as a cosolvent alcohol. This 
mixture has an oxygen content of 3.5%. Variations in the amount 
of the two alcohols are permitted as long as the methanol no 
cosolvent ratio is not over one to one (i.e., more methanol than 
cosolvent) and the total oxygen content does not exceed 3.5%. 
The second waiver is the DuPont waiver for a maximum of 5» 
methanol and a minimum of 2.5% cosolvent alcohol with a maximum, 
total oxygen content of 3.7%. The cosolvent alcohols can be 

ethanol, propanols, or butanols. Use of 5% methanol and 2.5% 
ethanol results in an oxygen level of 3.7%. Use of propanols or 
butanols for cosolvents would result in lower oxygen levels if 

only 2.5% cosolvent alcohol were used. 

3.1.2.1 Exhaust HC, CO and UOx Emissions 

As mentioned before, the exhaust emission effect depends 
only on the fuel oxygen level and RVP. Therefore, Taole 3-1 

also applies to methanol blends. If either the DuPont or ARCO 

waiver blends are used in an oxygenated fuel program., it is 
important to have the program specify a mini.mum oxygen level. 
If the expected average oxygen level Is less than 3.7%, tr.e 

reduction in exhaust HC and CO emissions and the increase in 

UD^ emissions should be adjusted linearly from the values in 

Section 3.1.1.1 and Table 3-1. 

3.1.2.2 Evaporative HC Emissions 

Table 3-3 contains the evaporative emission effects tf 

m.ethanol blends, which do not depend on exact oxygen content. 


Addition of methanol to a base gasoline generally results 
in an increase of 2-3 psi RVP. However, the resultant blend is 
sub]ect to AST!^ volatility parameters unlike gasohol. Thus, the 
volatility of the blend is adjusted (e.g., by prior butane 
rem.oval) to decrease the volatility. For the purposes of tl. is 
document, it can be assumed that the RVP of a methanol olend 
will oe the same as that of the gasoline it displaces in the 
market place if gasoline in the area is on average about at the 
A3T71 RVP limit. However, if various fuel surveys (sich as the 
M'/MA or MIPER summer surveys) show that gasoline in that area is 
under the AST!^ limit (e.g., by about 1 psi), then the num.bers in 
the taoles far -^1 psi RVP for either the 9 or 11.7 psi rases 

should be used. 






4 ' 








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2ozri s.T.og cha-Ticer and pho tochemica 1 oxidant T>odeIing da 
indicate that nethanol is about 0.43 titles as reactive as t 
hydrocarbons present in vehicle exhaust on a carbon-for - carb 
oasis. "or the calculations this value is used. Also, t 

lov;er T.olecular weight of methanol versus gasoline evaoorati 
hydrocarbons (32 versus 64) reduces the evaporative emissio 

and IS included in Table 3-3. Evaporative emissions from 
vehicle using a methanol blend consist of about 15% methano 
and methanol has approximately 0.44 times as many carbon ato 

per gram as gasoline vapor. This results in a net reactivi 
0.373 times that of gasoline vapor on a mass basis, whicn h 

been incorporated into the evaporative numbers in the taoles. 




on 
h ® 
■/ e 


/ 


a 5 


If the mar'<et penetration of a blend is other than 50% or 
100%, a commingling value should be determined by use of a 
quadratic equation through the three points given for 0%, 
and 100% mar'^et share. The subject of commingling is discu 
in m.ore detail later. 


3.1.3 11% MT3E 3lends (2% Qxvaen) 

While E?A has granted a waiver for use of 7% MT3E, E?A 
subsequently issued rules permitting use of oxygenates other 
than methanol in gasoline up to a level corresponding to 2% 
oxygen, ruling that such levels would be substantially similar 
to gasoline. A 2% oxygen level would permit use of an 11* 

MT3E blend which is therefore the maximum level presently 
permitted. A new waiver application would have to be submitted 
to E?A and approved for use of higher MT3E levels. 

3.1. 3.1 Exhaust HC, CO, and NOx Emissions 

It is assumed that the changes in exhaust emissions from 
ise of 11% MT3E with a 2% oxygen level will be directly 
proportional to the amount of oxygen present. Thus, the values 
are a direct proportion of the earlier values for ethanol and 
methanol blends in Sections 3.1.1.1 and 3.1.2.1 and are shown in 
Taole 3-1. 

3.I.3.2 Evaporative HC Emissions 

Addition of MT3E to gasoline does not result in increases 
37?; in fact, some limited evidence indicates that there -".ay oe 
a slight decrease in RVP. However, 11% MT3E will increase ti'.e 
160® point.This results in increased evaporative emissions 
as mentioned in Section 3.1.1.2.- Values for tnis emission 
i.mpact are given in Table 3.4. 


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3. I.4 


S taneo'-is Market in.a of 

^encs 


nano 1, 


Me thano1 


The e.Tiisaion impact for partial marketing of only a 
olend can be handled easily as explained above and also 
Tne exhaast and evaporative emission impact can be calc 
;sing the appropriate tables. The factor for comuT.i 
incladed in tne tables is relatively straighcfarward 
single blend. 



of 


However, 
blends wi 


simuItaneous 
:h or without 


mar ke ting 
gasoline 


of several 


also being so'*'’ 


of different types of commingling, 
another. However, estimates of 


Girrerent r 
raises 
such as nf 

W 4 i w • i v« . . « 4 » 'W 


po ssibi1ity 
olend with 
effects are 
blend with 
needed to 
comjningl ing . 

like gasoline when conmingled. For example, commingling o 
MT3E blend with an ethanol blend would have the same effec 
RV? as comminolina of a aasoline with an ethanol blend. It 


available for only blends with gasoline and not 
another blend. Some simplifying assumptions 
approxi.mate the effects of such cross-b 

It will be assumed that MT3S blends alwa-.-s 


y p e s 

3 Pi 0 

one 

are 

* ^ ^ -4 
t: Vw 3 

— * n 

3 on 

A ^ ^ ^ 


comm inc^ec 


also be assumed that when an ethanol blend i 
.methanol blend that the ethanol blend acts like gasoline, 
it undergoes a sizable RVP boost. Appendix A provide 
specific method to predict the emission .changes due 
commingling if a large fraction share of both methanol 




ethanol blends are 


ex: 


:ected to be used. 


3.2 Comoressed Natural Gas (CNG1 Vehicles 


Como r essed 


.nly 

prooane. Ve 
o f 

non- r 
from t: 


Natural Gas (CNG) consists ma 

with smaller quantities of ethane and 
data suggest a large fraction (approximately 30 
tne exhaust. Since .Tie thane is pho tochemically 
potential exists for lower ozone formation 

emission products. Also, the combustion characterist 
(e.g., leaner flammability limits, better mixing with 

ombustion) could lead to both lower !- 

data from several different 

vhn i 1 e 


A y ^ 


z or 

emissions. The 

emissions with 


limited ^ = e 




CNG are conflicting. 


a ^ .3 


lha t 


decrease 


of 


NO 


r V 


ie 

ics 

the 

w w 3 

3 o rr 
occ 


, 4 . . ^ 

e ;< h a u 

'w I. . 


1 ' J 

t a.N e 


' .a 'a 


Wit: 


^ up to 20% .might 

aiority of the data indicate an increase (up to 80%) 

Sue to the leaner combustion as well as methane's rel 
high flame temperature, an increase in NOj^ would be expect' 


- / 




Most of the work done so far has been on retr :: l 111 i 
casoline fueled venicles to operate on CN’G. Li.miied 
consideration has been given to manufactur ing new ven isles 
designed to operate specifically on CNG. This section dissusses 
factors affecting the retrofit scenario in some detail. The 









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Uj (1) 


rhanaes ir. enisslons for CNG vehicles given later though would 
so ply to CO th new and retrofitted vehicles. Very 1 i,T. i ted d 
sre Evailacle on emissions from CNG vehicles, however, so 
num/oers given in this section would have to be updated as m 
data become available. EPA would consider using 
credits if adequate data are available to support them. 


differ 


While numerous firms produce and market kits for convert 
gasoline vehicles to operate on either gasoline or CMG, v 
little reliable data on emissions of converted vehicles on 
and gasoline have been obtained. There is some reason 

suspect that some kits, when installed improperly, may result 
increases in emissions when operated on gasoline, and emissi 
on CNG which are not significantly lower if at all. Howeve 
if an area were to make CNG conversions a significant part 
Its attainment strategy it would be appropriate and qu 
feasible to ensure that only proven-effective kits are used 
that only com.petent mechanics install them. 


Also, CNG can result in a deterioration of driveability 
a power loss. Fleet operators may readjust the vehicles 
richer operation to improve driveability. Thus, it would 
necessarv to have a orocedure imolemented with CNG use assur 


EPA 

at 

and 

are 


would be availa 
a later date e 
specifications 
to be oart of 


that vehicles remain correctly adjusted, 
to give advice in this regard, and may 
require or recommend specific safeguards 
large-scale conversion programs if they 
approvable SIP. Therefore, for planning 
assumes that emissions of all types of gasoline vehicles w 
reduced by the following percentages when operating on 
no the limited nature of the data used for making 
estimates, EPA plans to revise these estimates as m.c: 
le available. Due to lack of hich altitude data, it 


ourooses this 


GO cum. 
1 1 


r. 

er. c 

A 


> T ^ 


u.. S S •S 

-3- 

. a ^ a 






assumed 
low and 


for now that 
high altitude. 


the same percentage changes apply to bet. 


r.v- - :< n : 




-40% 

-50% 


(Includes 
reactiv l tv) 


ef feet 


o f 


r eauce t 


MOx : 


>40% 


(NO^ e.missions generally 
with CNG and this number 
averaae of the data ranee) 


HC Evao: 


- 100 % 


(assumes no evaoorative emissions) 


PA will allow areas to assume that emissions 
asoline are not affected by conversion. 


wnen ooer a t me 


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In any practica- conversion proara.n nost conversions wi 
likely be of nev/ or fairly young vehicles, since these are t 
types operated by self-fueling fleets and since the economics 
conversion are nore favorable the longer vehicles will renain 
service. Although the availaole data are mostly from light-du 
trucks and vehicles, EPA believes that the above percents 

may be reasonably appropriate for conversions 
future technology gaso1ine-fueled passenger car 
trucks and vans, and heavy-duty trucks and buse 
ihese percentage reductions are assumed to apply 
Very limited data are available on emissions from C 
vehicles, however, so t 
have to be updated as 
consider using different 
to suooort them. 


r ecuc tions 
recent and 
1 igh t-duty 
?ur thermore, 
all aces. 


— f 

5 • 


he numbers given in this section wou 
more data become available. E?A wou, 

adeauate data are availab 


credits if 


3.3 Flexible Fuel 


Veh 


c le s 


Flexible fueled vehicles (FFVs) 
fuel or a methanol/gasoline blend 
The vehicles are designed to sense 
mixture and make aoorooriate 


can use either gasoline 
up to 85% or 100% methanol, 
how much methanol is in one 
engine adjustments for proper 
combustion. The use of methanol results in less reactive 

hydrocarbon emissions due to the low reactivity of the 
m.ethanol. ' However, the presence of gasoline in the blend 
results in significant hydrocarbon emissions too. Data are not 
sufficient to indicate that either CO or NOv emissions are 
changed with use of a flexible fueled vehicle . 


It is im.portant when assigning emission reductions for 

flexible fueled vehicles to determine what fraction of tne time 
the vehicle operates on a miethanoL mixture versus gasoline since 
no emission reductions occur with use of gasoline. It is also 

i.mportant to confirm what percentage methanol is being used. 

Items such as methanol sales records should be used for tracking 
purposes to determine the mileage accumulated with one m^ethanol 
blends, Althougn there are no firm data to determine how much 
HC reduction should be assumed for a flexible fueled venicle, 

E?A is willing to assign the same percentage reduction fsr a 
flexible fueled vehicle using 85% methanol as for a convenrional 
technology vehicle designed for dedicated methanol use as 
.mentioned in the next section. The following emission reductian 
credits (assumed to occur over the life of the vehicle) can ce 
taken for the fraction of time a flexible fueled vehicle 
operates on 35% or higher methanol. 

HC Exhaust - 21% 


HC Evaoorative 


54% 



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the vehicles operating on 
the redaction above for 


There is a possibility that an advanced technology vers 
of an FrV CiOy exist in the future (see Section 3. 4."”2 belo' 
Obstacles . that reduce this possibility include the la: 
differences in exhaust temperature of gasoline versus metha: 
and the dilemma this poses with respect to catalyst design and 
placement. However, since it may be possible to have an 
advanced technology FFV, EPA should be consulted regarding 
appropriate credit if such vehicles are contemplated. 

Although emission data for flexible fueled vehicles are 
extremely limited at this time, EPA is aware of several on-going 
emission characterization programs. Any new data will be used 
to modify the above estimates, as appropriate. EPA would 

C-.'.aider using different credits if adequate data are availaole 
to support them. 

The HC reductions given above (and those presented below in 
Sections 3.4.1 and 3.4.2) are based on an assumption that on t 
per carbon atom basis, each methanol molecule in the exhaust tr 
evaporative emissions is only 43% as reactive as an average 
non-methane HC molecule emitted by a gasoline-fueled vehicle. 
This reactivity factor is based on the average effecti'/e 
reactivity determined from city-specific EK.MA .modeling of o 
number of different cities, which gave closely si.milar results 
for each city. .Areas that have Airshed modeling that would 
allow them to develop customized reactivity adjust.ment factors 
for their local conditions consistent with EP.A .methods can use 

these factors to recalculate the effective reduction in '/TT 
emissions instead of using the EP.A reductions given above. 

3.4 Dedicated Methanol Vehicles 

A dedicated methanol vehicle is one that uses only fuel 
composed of at least 85% methanol. Even though the coTuTients ETA 
received in response to its proposed methanol rulema<ing 
indicated that such vehicles could realize most cost snd 

performance advantages by using as little as 50% m.ethanol, tne 
venicles currently being considered use from 35% to IOC*, 
methanol. This section gives two classes of methanol fueled 

vehicles, current and advanced technology. A current technology 
vehicle would be one designed with present technology for 35% ur 
~ore methanol. 


If there is an expectation of 
methanol olend lower than 85%, 
should oe linearly proportioned. 


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ed oechoology vehicle is one that would have ve 
and high fuel economy through the use of 

o f 


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esign features optimized to take full advantage 
.ethanol's excellent combustion characteristics (high octane, 

limits, high flame speed, low flame 
Design features would likely include high 
combustion, and an advanced fuel 


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etc. ) . 
lean 


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ection system, and could include concepts such as 
turbocharging or supercharging, methanol dissociation, cooling 
system modification, etc. Also, the advanced technology vehicle 
would have very low formaldehyde emissions possibly due to use 
of a modified catalyst configuration (size, composition, or 
location). The vehicle would have to be designed to have good 
driveability even though it would be leaned out enough to have 
sufficiently low emissions without the use of a reduction 

catalyst. Very limited data are available on emissions from 
methanol fueled vehicles; the numbers given in Sections 3.4.1 
and 3.4.2 would have to be updated as more data become 
available. E?A would consider using different credits if 
adecuate data are available to suooort them. 


Various reference documents were used to compile the 
emission reduction figures given in Section 3.4.1 and 
3 . 4 . 2 .^' 20 Also, as with FFVs, areas that have 

Airshed modeling that would allow them to develop custom.ized 
reactivity adjustment factors for their local conditions 

consistent with E?A methods can use these factors to obtain the 
effective reduction in VOC emissions instead of using the E?A 
reductions presented here. 


Current Technolocv 


There is a relatively large emissions data base for ourreno 
technology vehicles using at least 85% methanol. In view of 
these data E?A expects that current technology methanol vehicles 
would emit an equivalent amount of organic emissions as curreno 
gasoline vehicles considering the amount of carbon. Thao is, 
0.41 g/mile HC standard represents 0 . 3 54 g/mile carbon assum.ing 
e carbon hydrogen ratio of 1:1.35. A methano1-fueled venicie 
would also have a standard so that the organics contained nr 
more than 0.354 g/mile carbon. As discussed earlier, methanol 
vehicle emissions as a whole are less reactive than gasvaline 
vehicle emissions. Eased on current EPA models, the emission 
reductions for current technology vehicles would be as follows. 


dC Exhaust 


21 % 


HC Evaporative 


54% 







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This emission reduction is assumed to apply over the life of t"e 
vehicle. Arrangements should be made to collect fuel sales or 
similar records to later substantiate tne credit claimed. 


3.4.2 Advanced Technoloav 


An advanced technology met.hanol vehicle would use 
technology such as described above to assure low emissions. Tu 
he classified as an advanced technology vehicle and receive the 
HC emission credit stated below, a vehicle would need to te 
certified to meet the following emission levels. 


Exhaust 


Evaoor a tive 


HC 

Me thano1 
FormaIdehyde 


0.020 g/mile 
0.20 q/mlie 
0.003 g/mile 


0.0 g/test 
1.0 g/test 


The possibility of an advanced technology vehicle meeting a 
slightly hiqner evaporative emission level (2.0 g/ test of 
methanol) is also being considered. The above certification 
emission levels should result in the following in-use emission 
levels. 


HC 

Me thano1 
Formaldehyde 


In-Use 

Exhaust 

0.044 g/mile 

0.44 g/mile 

0.007 g/mile 


In-Use 

Evaporative 

0.0 g/mile 

0.2 g/m lie 


A system should be set up to track in-use emissions from thesa 
vehicles to assure they meet the above levels in-use. An 
adva^'ced technology methanol vehicle meeting these emission 
criteria could claim the following HC reduction credit. 


HC 

Exhaust 

- 86% 

HC 

Evaporative 

- 92% 


These credits are based on the following calculations (with base 
gasoline vehicles having emission levels of 1.00 g/mile exhaust 
and 0.51 g/mile evaporative HC): 







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- 20 - 


"Equ ivaler.t HC" q/mile • HC g/miie x HC reactivity factor 

•** Methanol g/mile X Methanol reactivity 
factor * 

Formaldehyde g/mile X Formaldehyde 
reactivity factor 


Exhaust 


"Equivalent hC" - 0.044 X 1.00 

0.44 X 13.9/32** X 0.43 
> 0.007 X 13.9/30** X 4.83 

■ 0.14 q/mile 


Fvaoor at ive 


"Equivalent HC" - 0.0 X 1.00 

^ 0.20 X 14.3/32** X 0.43 

= 0.04 g/mile 


49-state average reactivity values based on limited 
computer modeling. Area-specific reactivity factors may be 
used if available. 

Ad]usts for carbon atoms/gram, since reactivity is or. a 
per-carbon atom basis. 


These numbers are very tentative ones and may change as mere 
data are obtained. This reduction is assumed to apply over the 
useful life of the vehicle. However, following the introduction 
of the vehicle into the fleet some form of emissions monitoring 
would be needed to ensure that that there is no substantial 
in-use deterioration from these levels. 

Also, if areas expect to have emission levels between the 
current and advanced technology cases presented above, E?A will 
accept reasonable estimates of in-use emissions to adjust the HC 
reduction accordingly. For example, a vehicle using 85« 
met.nanci could do better on some pollutants than the current 
technology levels but might .have more hydrocarbons than allowed 
by the advanced technology standards. This vehicle could get 
some credit for lower emissions in one area than allowed by tn« 
current technology level. If, for example, such a vehicle had 
the following in-use emission levels (g/mile)i 








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HC 

Me thar.o L 
Focrnaldehyde 


In-Use 
Exhaust 

0.20 g/mlle 

0.75 g/mile 

0.05 g/Tiile 


In-use 

Evapor a tive 

0.07 g/Ttile 
0.30 g/mile 


then the HC reduction cre<^it could be calculated as follows 
(with base gasoline ve.nicles having emission levels o 
g/mile exhaust and 0.51 g/mile evaporative KC): 


Exhaust 


"Ecuivalent HC*' - 0.20 X 1.00 

> 0.75 X 13.9/32 X 0.43 
w 0.05 X 13.9/30 X 4.83 

a 0.45 g/mile 

Svapor ative 

"Equivalent KC" ■ 0.07 x 1.00 

^ 0.30 X 14.3/32 X 0.43 

- 0.13 g/mlle 


These yield the following HC reduction credits: 

HC Exhaust - 55% 

HC Evaporative - 75% 

If this option is of interest, states should con tact E?A to 
discuss the emission levels and reasonable estimates of in-use 
emissions. Possibly, this concept could also apply to Flexicle 
Fueled Venicles (FFVs). 


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nrt u 


ceoera! approach for calculating emission chances due 
to use of alternate fuels is based on MOBILE3 which is the model 
one States use to calculate the mobile source emission portion 
of their Sl?s. MOBILES calculates emissions from 
venicles for the calendar year of interest. The purpose o 
section is to present factors to adjust a special version 
MOBILES output to account for alternate fuels. 


in-use motor 

c ^ ^ 

^ c • u * 


Before discussing the adjustment factors for MOBILES, it is 
important to determine the technology split in the various 
vehicle classes. This technology split is important since the 
change in vehicle emissions with oxygenated fuels deoends on the 


Section S. 
hnolocv sol its for vehicles fr 


'^ables 4-1 and 
the ore-19"5 
technoloc les 


om 

The different 


vehicle technolocv as mentioned in 
4-2 list the t 

througn 1990- model years, 
considered in Table 4-1 are non-catalyst, open-loop oxidation 
vehicles with carburetors, open-loop oxidation 
with fuel injection, closed-loop S-way catalyst 
with carburetors, and closed loop S-way catalyst 
with fuel injection. For exhaust emissions, it is a 


catalyst 
ca ta lys ts 
vehicles 

vehicles witn tuei infection. tor exnaust emissions, ^ 
reasonable approximation to assume that a technology 
share of the model year's emissions is the same as its share of 
that year's sales. However, carbureted and fuel injected 

vehicles have quite different evaporative emissions. Treater 

accuracy can be achieved without undue complication by 
recognizing and accounting for this difference. Table 4-2 
presents EPA's current best estimates of evaporative emissions 
from caroureted and fuel injected vehicles on 11.7 ps i and 9.9 
os i non-oxvaenated aasoline. 


w f w ^ 3 


as 
e t 
nu 
a 1 








01 
A 

W® 

on 

ad 

so 


Table S-1 already listed the general percentage change 
signed to each technology class for exhaust emissions fo 
hand, methanol, and MT3E blends. On a percentage basis 
moers are the same for low and high altitude, but since 
titude CO emissions are greater than low altitude, 
anges would be greater at high altitude. Taole S-2 lists 
aporative emission assumptions by technology for etn 
ends. These changes were determined for each technology o 
he effects of RVP on diurnal and hot soak emissions a 
the effect of distillation curve evaoorated at loC^F 


- ^ ■> 


a c c I n o 
11 as 
ho t 


soa< mass emissions. 


The distillation effect 


45 C 

» i w 


£3 O 


so 


2 3 


not to double count anv RVP-onlv effect 


N -r i. o o 


The final results for ethanol blends are given 
In Taoles 4-3 to 4-9, in the form of adjustment factors to be 
aool ied to individual model vear emission levels of individual 


E t h a n o 1 Blends - 

to 








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e 11 

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comooundo" 


icle types (e.g,, LDGV, LDGT, etc.). Table 4-3 
centage change in exhaust "volatile organic 

the purposes of iMOBILE3, exhaust non-methane HC) 
ides in model years pre- 1975 through 1990 + . Tables 
ough 4-7 list similar information for vehicles in these ,■ 


(or 


• ^ 


1 


for 


/ehicle evaporative emissions when using etha 
Factors such as the RVP level of the blend and perc 
share of the blend (i.e., the commingling effect 
or 100% market share) are included in these tabl 


r s 
n ' 

'< e t 
her 

les 4-3 and 4-9 
h ethanol blends. 


50% 


no 
e n 
f 0 
es 


give exhaust CO and NOy. emissions cnanges 


These tables were constructed using the individual 
technology effects from Tables 3-1 and 3-2 and weighting those 
effects by the technology mix (non-catalyst/OL/CL for exhaust, 
Carb/FI for evao) for each model year for each vehicle categorv 
(IDGV, LDGTl, L0'GT2, and HDGV) . 


Methanol Blends - Since the exhaust effects of methanol olends 
are the same as for ethanol blends at a given RV?, Taoles 3-1, 
4-3, 4-3, and 4-9 also apply to methanol blends. Regarding 
evaporative emission effects. Tables 3-3 and 4-10 througn 4-13 
dve similar information for methanol blends. 

MT3E Blends - Tables 3-1, 3-4 and 4-14 through 4-17 give the 
corresponding exhaust and evaporative emission information for 
MT3E blends. 


Cl^'G and Methanol - Because the adjustments for CMG vehicles, 
FFV's, and current technology and advanced technology dedicated 
.methanol vehicles do not depend on the technology m.ix of 
gasoline vehicles, they do not depend on model year. Therefore, 
separate cables like Table 4-3 are not shown for these alter.nace 
fuel cars. The general approach is the same, however. 
Appropriate adjustment factors for each affected model year 
should be taken from the relevant text in Section 3. 

These calculations apply to both low and high altitude 
areas. However, for high altitude areas, the high altitude 
input flag of .MOB I IE 3 should be used. 

To use the information in, for example. Table 4-3 to 
calculate an overall fleet effect, it is necessary to first 
obtain a special MOBILE3 output showing model year-spec i f ic 
g/mile emission levels and 7MT weighting factors. Then the 
.model year adjustment factors from the appropriate table s.ntuld 
ce aoolied to the individual model year output for oxygenate: 
olend's. This must be repeated for each vehicle type. The model 
year factors should then be recombined across model years and 
then vehicle types. For both steps, VT^T weighting factors are 
used. This ad]ust.ment and recombination procedure requires hand 
calculation. 





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y 


13 ir.odo lofjy will work for 100^ of on« or sorre model 
years jsinc rfV, 85% methanol, or 100% methanol. It will 

also wor^ for the oxygenated blends for the cases for wnicn 
there are tables. These cases include 100% market share of one 
of the three oxygenate blends or 50% market snare of either tne 
ethanol or methanol blends. Other cases are covered in Acpendix 
A. 

4.2 Partial Penetration bv One Blend or Vehicle Tvee 

For market shares of oxvaenated blends not lis-pH fn 
table, the effects of the blends on evaporative emissions must 
be calculated. This calculation is simplest for MTh=* wno^o 
can interpolate linearly for the effects between 0% and 100%, 
since there are no commingling effects. For either the ethahcl 
or nethanol blends, one must make a quadratic interpolation 
using the 0%, 50%, and 100% points since this relationship is 
not linear due to commingling effects. 

It is important to note that the 50% market penetration of 
an ethanol or methanol blend results in a greater per-vehicle 
effect on evaporative VOC for the blend fueled fraction of tne 
fleet than the 100% mar ket share case. This can be seen by 
comparing Tables 4-4 and 4-6. The raa.con for i? that wirh 

an ethanol or methanol blend market share of less than 100% some 
degree of commingling is expected from consumers mixing the 
alcohol blend with either straight gasoline or a gasol ine-MT3£ 
blend (such as by filling their tank with an MTBE blend when the 
previous fill-up was with an ethanol blend). Therefore, a 
program with no cor.r.ingling would yield the greatest benefits. 

If tne blend market share varies by model year or vehicle 
type, the user must interpolate the ad]ustment factors before 
they are applied to the model year g/mile emission levels. If 
It IS the same for each model year and vehicle type, a single 
interpolation on the overall fleet emission level is 
accept30le. 

If one blend or vehicle type (e.g., CNG, nethanol) is used 
for only some model years, the adjustment should be applied only 
for those model years. Interpolation may be needed for tnac 
model year if there is less than 100% usage. 

For partial penetration of alternate fuel vehicles (e.g., 
CMG, ,methanol), one can proportion the adjustment factors or the 
final fleet c,^mile value accordinolv. 





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4.1 ? 11 aneo-js ir.q of MTSE, ££h anol > ar d/or V.ethar.cl 

B 1 e '^. c 5 

A soT.ewhat more complicated calculation procedure will be 
uccd for c irnu 1 tone ouc uoc of different blends Lo auuuunL Tui 
coTvr.me 1 ing of the different oxygenates. In effect, MTSU blends 
will be considered the same as gasoline since commingling 
effects between MT3E blends and gasoline would not be expected 
to occur. Thus, if only MT3E blends and ethanol or methanol 
blends are being used, the above procedure can be used witn a 
simple modification as described in the following example. 

Suppose the gasoline mar<et share is 50%, the MT3E blend 
(2% oxygen) snare is 15%, and the ethanol blend share {3.7% 
oxygen) is 35%. Three fleet gram/mile emission factors must be 
calculated. 

(1) Cne with model year adjustment factors equal to’0.15 

times tne 100 % narxet snare mtsk adjustment factors 

in Taole 4-17. (Zero ethanol sales) 

(2) One with model year adjustment factors equal to 0.15 

times the 100% market share .MTST adjustment factors 

in Table 4-17 plus 0.85 times the 50% marxet share 

ethanol adjustment factors in Tables 4-6 and 4-7. 

(3) One with adjustment factors equal to 0.15 tines the 
100% market share MTBE factors from Table 4-17 plus 
0.85 ti.mes the 100% market share ethanol adjusrmenc 
factors in Tables 4-4 and 4-5. 

The three fleet emission factors at 0%, 50%, and 100% ethanol 

market snares must then be interpolated to 3 5% market snare 

using a Quadratic interpolation as mentioned in Section 4.2. 

If both ethanol and methanol blends are being marketed, tne 
calculation procedure becomes a little more complex and is 
descrioed in Appendix A. 

4.4 Blends and CNG, FFV, >*95 and/or MlOO in Same *^odel Year 

Here each model year should be divided into two or more 
groups based on the sales spilt between gasoline venicles and 

alterna.te fuel vehicles. An adjustment factor should be 
selected (or calculated if necessary) for the gasoline portion 
based on expected blend use. This adjustment factor snould oe 
comoined with tne standard adjustment factors for CNG, "TV, 
current technology methanol venicles, and advanced technology 
methanol vehicles using the new vehicle sales mix. 







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CD 050 the nethod and numerical ad]ustment factors provided 
earlier sections, it is necessary to have more detailed 
pot tnan can be obtained with the standard MOBILES (or 
ILE4) procram. Specifically, output is needed which shows 
a civen pollutant the emission factor for each model 
r/vehicle type, and that model year's share of the 'hMC from 
t vehicle type. ’/MT shares among vehicle types are also 
ded but are available in the standard MOBILES output. For 
, exhaust and evaporative emissions must be shown separately 
each model year so that the separate adjustments can be made. 


While it is possible for a user to modify the MOBILES code 
to Generate the reauired outout, E?A believes it will be more 
convenient and less error prone for most users to obtain from 
E?A a magnetic tape containing the Fortran source code for a 
modified MOBILES which can produce both the standard types of 
output and the special version required for using this method. 
Users should contact (name and telephone to be provided in final 
document only). 





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List of References 


T 

^ • 


3 . 


4. 


2 . 


O . 


"Study of Gasoline Volatility and Hydrocarbon E.nission 
fro.ti Motor Vehicles", U.S. E?A, Office of Air an 
Radiation, Office of Mobile Sources, Emission Control 
Tecnnologv Division Reoort, EPA-AA-SDS3-35-05 , Mov-no^’' 
1985 . 

Draft Regulatory Impact Analysis, "Control of Gasoline 
Volatility and Evaporative Emissions from N’ev Motor 
Vehicles", U.S. E?A, Office of Air and Radiation, Office of 
Mobile Sources, May 1987. 

"The Effects of Two Different Oxygenated Fuels on Exhaust 
Emissions at High Altitude", Colorado Department of Health 
Report, 1987. 


Overheads for Presentation by Colorado Department of Healtn 
personnel for EPA meeting with Rocky Mountain Oii and Gas 
Association personnel, January 23, 1987. 


"Report and Recommendations 
Force", Report to Richard 
Colorado, October 29, 1986 


of the Oxygenated Fuels Tas*: 
D. Lamm, Governor, State of 


"Ethanol-Blended Fuel as a CO Reduction Strategy at Hign 
Altitude", Colorado Deoartment of Health Reoort, Aucust 
198 5 . 


"Effects of Ethanol-Blended Fuel on Motor Vehicles at Hizn 
Altitude", Colorado Deoartment of Health Reoort, Seotemcer 
198 3 . 


8. "Further Analyses of the Effects of Fuel Oxygen Content an 
Exhaust Emissions", EPA Memo from Jonathan Adler, Technical 
Support Staff to Phil Lorang, Chief, Technical Support 
Staff, March 9, 1937. 


0 


"Meeting with RMOGA Representatives 
from Phil Lorang, Chief, Technical 


on Blends" , EPA 
Suooort Staff to 


* * ^ 

. • t w 


February 20, 1937 


10. EPA Letter on Oxygenated Fuels from Jonathan Adler, 
Technical Support Staff to Nancy C. Wrona, Air Duality 
Advistc, City of Phoenix, March 13, 1987. 


11. EPA Letter on Oxygenated Fuels with supple.menta 1 memo fr:,- 
Jonathan Adler, Technical Support Staff to Nancy C. Wrona, 
Air Quality Advisor, City of Phoenix, January 7, 1987. 


in '(1 



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."I^e: T •;36^fi/'‘M 3 > \S455 liA 


" Effects of Distillation Point at 160'^r on Hot Soa< 
Enissions, EPA Memo from Jonathan Adler, Technical Sectort 
Staff to Charles L. Gray, Jr., Director, Emission Control 
Tecnnolocy Division, December 9, 1986. 

"Analysis of the Effects on Exhaast Emissions of the Jse of 
Methanol Blends; A Summary of Several Studies", EPA Memo 
from Jonathan Adler, Technical Support Staff to Phil 
Lorang, Chief, Technical Support Staff, August 13, 1986. 

Fuels and Fuel Additives; Definition of Substantially 
Similar, Federal Register, 45, 199, 67443, October 10, 1930. 

"Distillation of Fuels Containing MTBE," EPA memo from Carl 
Scarbro, Testing Programs Branch to Jonathan Adler, 
Technical Support Staff, March 27, 1987. 

"Organic Emission Standards for Light-Duty Methano1-Fueled 
Vehicles: A iMe thodology" , Michael D. Gold (U.S. EPA), Air 
Pollution Control Association Paper 85-38.6, June 1935. 

"Assessment of Emissions from Methanol-Fueled Vehicles: 
Implications for Ozone Air Quality", R.J. Nichols and J.M. 
Norbeck, Air Pollution Control Association Paper 35-33.3, 
June 1985. 

EPA Regulatory Support Documents, "Proposed Organic 
Emission Standards and Test Procedures for 1936 and Later 
Methanol Vehicles and Engines", U.S. EPA, Office of Air and 
Radiation, Office of Mooile Sources, July 1986. 


"Impact of Methanol on Smog: A Preliminary Estimate", Gary 
Z. Ahitten and Henry Hogo, Systems Applications, Inc., 
Publication 4 83044 prepared for ARCO Petroleum Products 

Company, February 198.3. 

"Photochemica1 Modeling of Methanol-Use Scenarios in 
Philadelphia", Gary 2. Whitten, N. Yonxow, and T.C. Myers, 
Systems Applications, Inc., EPA Contract Report 
460/3-36-00 1 ,' Marcn 1986. 

A.RCO Letter on commingling and fuel volatility from i.'.J. 
Wostl to Charles L. Gray, EPA, February 4, 1985. 

" ^,e ac t iv i ty/Vo la t i 1 i ty Classification of Selected Organic 
Chemicals: Existing Data," EPA Report 600/3-34-031, H. B. 

Singn, et al, 1984. 





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T^chr.o lc*3’/-Sc*5c i f i c 
Exha'jst ZffectLS of BLer.ds 

pqrcer.t Chance frcr: C-asoIir.e 

(low and high aioioode) 

3.7% Ox*/aen 

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'.CC 


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?}/? 

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-^4.3 

-3.5 

-6.7 

-9.7 


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(carbureted) 

-30.0 

m4.3 

-3.5 

-6.7 

-16.6 


Closed-Loop (carbureted) 

-10.0 

^6.3 

-4.4 

-0.7 

-5.4 

-3.4 

Closed-Loop (fuel injected) 

-10.0 

+6.3 

-4.4 

-0.7 

-5.4 

-3.4 


Sources and .--Esur^.otions 

Mon-Catal’/st CO (-13%) - Based on the differances Ln nean 00 of a group :f 
altitude vanicles tested on 0% and 3.7% oxygan fuels. No low altitude test 
'^v-ere located for non-catalyst vehicles. The 2% oxygen case is propertioned. 


cen-Looo Catalvst CO (-30%) - The 30% reduction estimate is both 

altii 


re an e-fussions or 
effect estIrate from 
: rcoo rtioned. 


a arouD or men 


ice venicles, an 




ine complete sample (Table 2) of Reference 3. The 2 


me c.na~ 
ression- 


Clcsed-Lcoo 


Car bur e ted/TI 


CO (-10%) 


- The 


10% est urate 


r 


The mean change in a group of 


adycstm.ent of ane availaole test data, 
venicles '^as -13%, but t.he group may not have had emission le'/els represantati- 
the bulk of the in-use vehicles for which this estimate will apply in the post- 
period, and may not have bean tested in a way which allowed adaptive memcr 
lL~it the CO benefit as much as it would for 
effect estimate using the complete sample of 


.n-use vehicles. The 
low altitude vehicles in Ref 


.'culd be -12%, but is also subiect to concerns about reoresentativeness, 


The 


figure of 10% was selected to avoid th.e risk of giving too much credit and c 
approving SIR'S which would later prove inadequate in practice. The 2% or/gen 
IS orocortioned. 





























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-LrSI all technolocies - Saine source and methods as for NCx, but includes 

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TaoLe 3-2 

IvapocH-ive VOC Technoiogy-Specific 
Effects of 10% Ethanol Elends^ 
Percent Chance From Gasoline 


100% Share 

fno co’^’^inolinci^ 


11.7 RV? Ease 


C i c r n a 1 


Sa.T.e RV? 


RV? - 1 


9.0 RV? Ease 


Sa.ne RV? 


r'. / ; 


^ar 0 

:r T 


O . D 

6 . 5 


+ 31.7 
^106.4 


-6.5 

-6.5 


-t- 3 4 . 6 
-32.9 


Garb 

F. I. 


■17.2 

-3.3 


46.4 
31.7 


•17.2 

-3.3 


-34 . 2 

-57. 


50% Share 

<-ax cocjtincl ino) 

Diurnal 


Car b 
F. I 


+ 1.9 
+ 2.5 


+ 95.5 
•126.3 


-4.0 

-4.7 


+ 42. 
+ 40 . 


:d . 


Car o 

F. I. 


21.1 

+ 0.3 


+ 50.9 
+ 36.3 


•13.3 
+ 3.15 


-39.1 

-63.7 


a v + ese ef fects include adjustments for lower molecular 

•weight of ethanol and lower number of carbons/gram relative it 
gasoline vapor. For hot soak, ad]ustment3 for molecular weignt 
are not used, out for carbureted vehicles an adjustment ftr 
distillation (% evap '?160°F) is included. 

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able 3-3 


Tschnclocy-Spec 1 f 1C Effects of 2.i% Oxygen 
Metnanc l/CosoIvent Blends: Evaoccative VCC * 

(percent change including reactivity adjustment) 


I00\ Share _11.7 Rvp Base 

(no COTwT 1 nc 1 1nc) Sare RV? rv? - i 




Same RV? 





Caro 
F. r. 


-13 8 
-18 3 


*11 .8 -18.8 ^169 

>79 2 -18.8 ^154 


u 


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*9 . 3 
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50% Share 

(.^ax Comm.inc 1 ina) 

Diurnal 

Carb. >5.7 

F. : . -10.7 

H S. 

Carb >7,9 

F. I . >0 8 


>112.1 -9.5 >39 . 9 

>148.5 -11.4 ^46.0 


>33.3 >21 >22 

>34.8 >1.3 -75 


a These effects include adjustments for lower rr.olecu 
weight of methanol and lower numier of carbons/g’'^o 
gasoline vapor. For hot soak, adjustments for molecular we: 
are not used, but for carbureted vehicles an adjust.ment 
distillation (% evap ^8160‘*F) is included. The no ccmr.inglmg 
scenarios are based on Reference 2. and the maximum cor-minclmg 
scenarios adjust the no commingling estimates pec Reference 21 
ass*uming 20% full tanks at refueling and a reasonable degree c: 
or and loyalty. 


7/13/37 


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Technolocy-Soeci f ic Effects of 
Lli MT3E Bleeds: Evaoorative VOC^ 


(percent change, any base RV?) 


D icr nal 

Carbureted -*“1.8 

Fuel Injected +1.3 

c 

Carbureted +12.3 

Fuel Injected -1.9 


a These effects include adjustments for greater molecular 
weight of MT3E and lower number of carbons/gram relative rt 
gasoline vapor. For hot soak, adjustments for molecular weighn 
are noc used, but for carbureted vehicles an ad^ustm.ent for 
distillation (evao ?160®F) is included. 

6/10/37 


















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Exhaust and E 
T a c h n o L o c v 


vapor ative 
• LX (Sales 


Emissions 

Eased) 




Technoloqy 

Mix* 



LDGV 

LDGTl 

LDGT2 

n ^ . 


A E ^C.'D/E 

A/3/C/D/E 

A/3 /C/D/E 


1975 

100/0/0/0/0 

100/0/0/0/0 

100/0/0/0/0 

100/0 

7 5 

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30/70/0/0/0 

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73 

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100/0/0/0/0 

lOO/'O 

79 

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20/80/0/0/0 

0/100/0/0/0 

100/0 

30 

5/83/7/5/0 

20/79/1/0/0 

0/100/0/0/0 

100/0 

31 

0/28/0/63/9 

0/96/1/3/0 

0/100/0/0/0 

100 /O 

32 

0/33/0/50/17 

0/79/1/20/0 

0/100/0/0/0 

100/0 

33 

0/24/0/43/23 

0/70/0/30/0 

0/90/0/10/0 

- 'J u ' J 

5 4 

0/6/0/55/39 

0/72/0/26/2 

0/72/0/26/2 

w U/ / V 

3 D 

0/6/0/39/55 

0/63/0/25/12 

0/63/0/25/12 

10 0/0 

36 

0/7/0/26/67 

0/41/9/15/35 

0/41/9/15/35 


3 7 

0/1/0/24/75 

0/14/5/13/68 

0/14/5/13/63 

2 6./ 7 4 

38 

0/1/0/21/79 

0/14/5/13/68 

0/14/5/13/68 


39 

0/I/0/I6/84 

0/14/5/13/63 

0/14/5/13/63 

- 6 /' 7 4 

90^ 

0/1/0/10/89 

0/14/5/13/63 

0/14/5/13/63 

w W - “ 


A Non-cataiyst 
3 Open-loop carbureted 
C Open-loop fuel injected 
0 Closed-loop carbureted 
E Closed-loop fuel injected. 


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Baseline N’on-Oxvcenated 
Gasoline B'/aoorat: ive HC Emissions 


RVP 




TTO 


C srbareted 


Hot Soak, g 

2.42 

Diurnal, g 

2.73 

Total, O/'mile 

0. 33 

Fuel Iniected 


Hot Soak, g 

0.87 

Diurnal, g 

1.86 

Total, g/mile 

0.15 


10 . 0 

ii . / 

-HTT 

2.88 

4.44 

5.85 

2.93 

9.69 

13.82 

0.41 

0.75 

1.18 


1.43 

2.75 

3.76 

2.65 

8.99 

19.33 

0.23 

0.56 

1.0 1 






















Tacle 


1 

-t 


Low ar.d H 


actors 

for ' 10^ E 

thanol 0 


^ 7 ^ 

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Cxvoeo 

M A ^ a r' ^ 1 

Blends 

bv Model 

Year a : 

ip f ""iia • 

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H 0 0 0 “5 d 

RV? 



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M V 

LDGV 

LDGTl 

LDGT2 

RDGV 

LDGV 

LDGTl 

LDGT2 


or e-"5 

0.9150 

0.9150 

0.9150 

0.9150 

0.9330 

0.9330 

0.9330 

Q I -- 

w • ^ W V 

■ •s 

0.9193 

0.9150 

0.9150 

0.9150 

0.9364 

0.9330 

0.9330 

a " 

J » ^ ^ W 

^6 

0.9193 

0.9150 

0.9150 

0.9150 

0.9364 

0.9330 

0.9330 

0.9 3 3 C 

. / 

0.9193 

0.9150 

0.9150 

0.9150 

0.9364 

0.9330 

0.9330 

0.9330 

73 

0.9193 

0.9150 

0.9150 

0.9150 

0.9364 

0.9330 

0.9330 

0.9330 

“9 

0.9193 

0.9150 

0.9150 

0.9150 

0.9364 

0.9330 

0.9330 

0.9330 

Q 

u 

0.9230 

0.9159 

0.9150 

0.9150 

0.9407 

0.9337 

0.9330 

0.9330 

31 

0.9445 

0.9171 

0.9150 

0.9150 

0.9762 

0.9355 

0.9330 

0 3 

32 

0.9425 

0.9241 

0.9150 

0.9 15 0 

0.9732 

0.9457 

0.9330 

" q ^3 “5 ^ 
^ ^ 

33 

0.9462 

0.9273 

0.9191 

0.9150 

0.9736 

0.9510 

0.9390 

c O'-:- 

34 

0.9535 

0.9265 

0.9265 

0.9150 

0.9894 

0.9493 

0.9493 

0.9330 

35 

0.9535 

0.9302 

0.9302 

0.9150 

0.9894 

0.9552 

0.9552 

0.9333 

5 6 

0.9531 

0.9432 

0.9432 

0.9150 

0.9888 

0.9690 

0.9690 

0.9333 

87 

0.9556 

0.9525 

0.9525 

0.9150 

0.9924 

0.9350 

0.9350 

0.9330 

38 

0.9552 

0.9525 

0.9525 

0.9150 

0.9923 

0.9850 

0.9350 

0.9330 

89 

0.9552 

0.9525 

0.9525 

0.9150 

0.9923 

0.9850 

0.9350 

0.9333 

90- 

0.9556 

0.9525 

0.9525 

0.9150 

0.9924 

0.9350 

0.9850 

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Year and Tvoe: 

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11.7 os i 


MV 

k ^ 

LDGV 

LDGTl,2 

HDGV 

LDGV 

LDGTl,2 

HDGV 

'e-7 5 

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1.1077 

1.1077 

1.0730 

1.0730 

1.3730 

7 5 

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1.1077 

1.1077 

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1.0730 

1.0730 

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1.1077 

1.0683 

1.0730 

1.0730 

7 7 

1.1041 

1.1077 

1.1077 

1.0683 

1.0730 

1.0730 

78 

1.1041 

1.1077 

1.1077 

1.0683 

1.0730 

1.0730 

79 

1.1041 

1.1077 

1.1077 

1.0683 

1.0730 

1.0730 

80 

1.1026 

1.1070 

1.1077 

1.0664 

1.0721 

1.0730 

81 

1.1011 

1.1070 

1.1077 

1.0644 

1.0721 

1.0730 

82 

1.0945 

1.1070 

1.1077 

1.0564 

1.0721 

1.0730 

83 

1.0845 

1.1077 

1.1077 

1.0449 

1.0730 

1.0730 

84 

1.0728 

1.1063 

1.1077 

1.0326 

1.0712 

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35 

1.0522 

1.0987 

1.1077 

1.0134 

1.0615 

1.0730 

86 

1.0330 

1.0669 

1.1077 

0.9977 

1.0268 

1.0730 

37 

1.0178 

1.0213 

1.1077 

0.9866 

0.9894 

1.0730 

83 

1.0093 

1.0213 

1.1077 

0.9808 

0.9894 

1.0730 

89 

0.9977 

1.0213 

1.1077 

0.9734 

0.9894 

1.0730 

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0.9848 

1.0213 

1.1077 

0.9658 

0.9894 

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{100% 

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9 

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LDGTl,2 

HDGV 

LDGV 

LDGTl,2 

HDGV 

pre-75 

1.3433 

1.3433 

1.3433 

1.6107 

1.6107 

1.6107 

7 5 

1.3463 

1.3433 

1.3433 

1.6142 

1.6107 

1.6 10 7 


1.3463 

1.3433 

1.3433 

1.6142 

1.6107 

1.6107 

, / 

1.3463 

1.3433 

1.3433 

1.6142 

1.6107 

1.6 10 7 

73 

1.3463 

1.3433 

1.3433 

1.6142 

1.6107 

1.6107 

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> > 

1.3463 

1.3433 

1.3433 

1.6142 

1.6107 

1.6107 

80 

1.3475 

1.3439 

1.3433 

1.6157 

1.6114 

1.6107 

3 L 

1.3433 

1.3439 

1.3433 

1.6171 

1.6114 

1.610 7 

32 

1.3542 

1.3439 

1.3433 

1.6230 

1.6114 

1.6107 

53 

1.3626 

1.3433 

1.3433 

1.6316 

1.6107 

1.610 7 

34 

1.3723 

1.3445 

1.3433 

1.6407 

1.6121 

1.5107' 

3 5 

1.3394 

1.3508 

1.3433 

1.6549 

1.6193 

1.610 7 

8 6 

1.4054 

1.3772 

1.3433 

1.6665 

1.6450 

1.6 10 7 

37 

1.4130 

1.4147 

1.3433 

1.6743 

1.6727 

1.610 7 

88 

1.4251 

1.4147 

1.3433 

1.6790 

1.6727. 

1.6107 

• 89 

1.4347 

1.4147 

1.3433 

1.6845 

1.6727 

1.6107 

90 + 

1.4454 

1.4147 

1.3433 

1.6902 

1.6727 

1.6107 


















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11.7 os i 


MY 

LDGV 

LDGTl,2 

HDGV 

LDGV 

LDGTl,2 

HEGV 

e - “ 5 

1.1263 

1.1263 

1.1263 

1.1309 

1.1309 

1.1309 

7 5 

1.1234 

1.1263 

1.1263 

1.1266 

1.1309 

1.1309 

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1.1234 

1.1263 

1.1263 

1.1266 

1.1309 

1.1309 

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1.1234 

1.1263 

1.1263 

1.1266 

1.1309 

1.1309 

73 

1.1234 

1.1263 

1.1263 

1.1266 

1.1309 

1.1309 

79 

1.1234 

1.1263 

1.1263 

1.1266 

1.1309 

1.1309 

80 

1.1221 

1.1257 

1.1263 

1.1248 

1.1300 

1.1309 

31 

1.1209 

1.1257 

1.1263 

1.1230 

1.1300 

1.1309 

32 

1.1156 

1.1257 

1.1263 

1.1153 

1.1300 

1.1309 

8 3 

1.1074 

1.1263 

1.1263 

1.1052 

1.1309 

1.1309 

3 4 

1.0980 

1.1251 

1.1263 

1.0940 

1.1292 

1.1309 

3 5 

1.0812 

1.1190 

1.1263 

1.0764 

1.1203 

1 1 -} n Q 

^ 0 « w W > 

36 

1.0657 

1.0932 

1.1263 

1.0621 

1.0887 

1.1309 

37 

1.0533 

1.0566 

1.1263 

1.0520 

1.0546 

1.1309 

3 3 

1.0464 

1.0566 

1.1263 

1.0463 

1.0546 

1.1309 

39 

1.0370 

1.0566 

1.1263 

1.0400 

1.0546 

1.1309 

90- 

L.0265 

1.0566 

1.1263 

1.0330 

1.0546 

1.1309 










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tmenb Factors for 

10% 


a n c 1 3 1 ^ n 

ds bv Model 

Year and Tvpe: 

Evaoorative 70C 



(50% 

Use of 

Blend) 




9 

.0 + 1.0 OS i 


11 

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os i 

MY 

LDGV 

LDGT1,2 

HDGV 

. LDGV 

LDGTl,2 

HDGV 

e - 7 5 

1.3992 

1.3992 

1.3992 

1.6949 

1.5949 

1.5949 

7 5 

I. 403 1 

1.3992 

1.3992 

1.7002 

1.6949 

1.6949 

"* 6 

1.4031 

1.3992 

1.3992 

1.7002 

1.6949 

1.6949 

t / 

1.4031 

1.3992 

1.3992 

1.7002 

1.6949 

1.6949 

7? 

1.4031 

1.3992 

1.3992 

1.7002 

1.6949 

1.6949 

•• 

1.4031 

1.3992 

1.3992 

1.7002 

1.6949 

1.6949 

SC 

1.4048 

1.3999 

1.3992 

1.7023 

1.6959 

1.5949 

S L 

1.4065 

1.3999 

1.3992 

1.7045 

1.6959 

1.6949 

S2 

1.4136 

1.3999 

1.3992 

1.7133 

1.6959 

1.6949 

33 

1.4247 

1.3992 

1.3992 

1.7262 

1.6949 

1.6949 

34 

1.4375 

1.4007 

1.3992 

1.7393 

1.6970 

1.6949 

85 

1.4600 

1.4091 

1.3992 

1.7612 

1.7077 

1.6949 

86 

1.4311 

1.4439 

1.3992 

1.7785 

1.7462 

1.6949 

87 

1.4973 

1.4934 

1.3992 

1.7909 

1.7877 

1.6949 

83 

1.5071 

1.4934 

1.3992 

1.7973 

1.7377 

1.6949 

39 • 

1.5198 

1.4934 

1.3992 

1.8055 

1.7877 

1.6949 

90 + 

1.5339 

1.4934 

1.3992 

1.8140 

1.7377 

1.6949 







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Ta::le 4-8 

Low =00 High Altitude Adjustment Factors cor 
or 3.~* C'X’.'oeo Methanol Fiends bv Model Year 


MY 


ora-7 5 
7 5 

76 

77 

78 

79 

80 
81 
82 

83 

84 

85 

86 
37 
88 

89 

90 + 


LDGV 


0.8200 

0.7390 

0.7330 

0.7330 

0.7270 

0.7270 

0.7370 

0.8440 

0.8340 

0.8520 

0.8880 

0.8880 

0.8860 

0.8980 

0.8970 

0.8970 

0.8980 


LDGTl 


0.8200 
0.7360 
0.7240 
0.7300 
0.7300 
0.7240 
0 .7270 
0.7090 
0.7430 
0.7600 
0.7560 
0.7740 
0.8270 
0.8770 
0.8770 
0.8770 
0.8770 


LLGT2 


0.8200 
0.8200 
0 . 3200 
0.3200 
0.3200 
0.7000 
0.7000 
0.7000 
0.7000 
0.7200 
0.7560 
0.7740 
0.3270 
0.3770 
0.3770 
0.3770 
0.8770 


10% Ethanol 
nd Tvce: E 


HDGV 


0 . 3200 
0.3200 
0.3200 
0.3200 
0.3200 
0.3200 
0 . 3200 
0.8200 
0.3200 
0.3200 
0.3200 
0.3200 
0.3200 
0.7312 
0.7312 
0.7312 
0.7312 


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Le 4-9 


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ond High Altitude Adjaet^ent 
Ox'/oeo Methanol 3lends bv 


Factors for 10% Ethanol 
Model Year and Tvoe: h’Cx 


MY 

LDGV 

LDGTl 

LDGT2 

HDGV 

e-75 

1.0480 

1.0480 

1.0480 

1.0430 

/ 3 

1.0456 

1.0480 

1.0480 

1.0430 

76 

1.0456 

1.0480 

1.0480 

1.0430 

7 7 

1.0456 

1.0480 

1.0430 

1.0430 

73 

1.0456 

1.0480 

1.0480 

1.0480 

79 

1.0456 

1.0430 

1.0430 

1.0430 

30 

1.0454 

1.0475 

1.0480 

1.0480 

81 

1.0583 

1.0480 

1.0480 

1.0480 

32 

1.0581 

1.0505 

1.0480 

1.0430 

83 

1.0594 

1.0525 

1.0495 

1.0480 

84 

1.0621 

1.0522 

1.0522 

1.0430 

35 

1.0621 

1.0536 

1.0536 

1.0430 

86 

1.0620 

1.0512 

1.0512 

1.0480 

87 

1.0629 

1.0578 

1.0578 

1.0430 

83 

1.0635 

1.0573 

1.0573 

1.0480 

89 

1.0635 

1.0573 

1.0578 

1.0430 

90 + 

1.0629 

1.0573 

1.0573 

1.0480 











a.-: ' 







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0.9027 

0.9031 

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0.9260 

0.3898 

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0.9260 

0.8840 

0.9022 

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0.3994 

0.9215 

0.9260 

0.3743 

0.3976 

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0.3674 

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0.3595 

0.8635 

0.9031 

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0.3733 

0.3843 

0.9260 

0.8559 

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1.1114 

1.1114 

1.3579 

1.3579 

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1.3579 

1.3579 

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1.1162 

1.1114 

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1.3579 

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1.1114 

1.1114 

1.3636 

1.3579 

1.3579 

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1.1114 

1.1114 

1.3636 

1.3579 

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1.3579 

1.3579 

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1.1123 

1.1114 

1.3659 

1.3590 

1.3579 


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1.1114 

1.3632 

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1.1290 

1.1123 

1.1114 

1.3778 

1.3590 

1.3579 

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1.1425 

1.1114 

1.1114 

1.3916 

1.3579 

1.3579 

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1.1530 

1.1133 

I.1114 

1.4063 

1.3602 

1.3579 

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1.1234 

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1.2261 

1.1114 

1.4771 

1.4580 

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0.9394 

0.9394 

0.9894 

1.0697 

1.0697 

1.0697 

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0.9394 

0.9894 

1.0693 

1.0697 

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76 

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77 

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1.0697 

1.0697 

73 

0.9838 

0.9394 

0.9894 

1.0693 

1.0697 

1.0697 

79 

0.9888 

0.9894 

0.9894 

1.0693 

1.0697 

1.0697 

30 

0.9885 

0.9893 

0.9894 

1.0691 

1.0696 

1.0697 

31 

0.9832 

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1.0690 

1.0696 

1.0697 

32 

0.9870 

0.9893 

0.9394 

1.0633 

1.0696 

1.0697 

83 

0.9851 

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0.9894 

1.0673 

1.0697 

1.069" 

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0.9830 

0.9892 

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1.0663 

1.0695 

1.0697 

35 

0.9792 

0.9873 

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1.0646 

1.0687 

1.0697 

96 

0.9756 

0.9819 

0.9894 

1.0633 

1.0653 

1.0697 

87 

0.9728 

0.9736 

0.9394 

1.0624 

1.0626 

1.0697 

83 

0.9713 

0.9736 

0.9894 

1.0619 

1.0626 

1.0697 

39 

-0.9691 

0.9736 

0.9894 

1.0613 

1.0626 

1.0697 

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0.9668 

0.9736 

0.9894 

1.0606 

1.0626 

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1.2725 


1.2725 

1.6616 

1.6616 

1.6616 

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I.2308 

1.2725 


1.2725 

1.6720 

1.6616 

1.6616 

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1.2308 

1.2725 


1.2725 

1.5720 

1.6616 

1.6616 

7 7 

1.2303 

1.2725 


1.2725 

1.6720 

1.6616 

1.6616 

73 

1.2808 

1.2725 


1.2725 

1.6720 

1.6616 

1.6616 


1.2308 

1.2725 


1.2725 

1.6720 

1.6616 

1.6516 

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1.2343 

1.2741 


1.2725 

1.6762 

1.6636 

1.6616 

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1.2878 

1.2741 


1.2725 

1.6805 

1.6636 

1 . 0 0 1 0 

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1.3023 

1.2741 


1.2725 

1.6981 

1.6636 

1.6616 

33 

1.3260 

1.2725 


1.2725 

1.7235 

1.6616 

1.6616 

84 

1.3527 

1.2758 


1.2725 

1.7504 

1.6657 

1.6616 

85 

1.3999 

1.2933 


1.2725 

1.7923 

1.6370 

1.6616 

36 

1.4440 

1.3663 


1.2725 

1.8272 

1.7632 

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1.4790 

1.4697 


1.2725 

1.8516 

1.3454 

1.6616 

33 

1.4985 

1.4697 


1.2725 

1.3643 

1.3454 

1.6616 

89 

1.5251 

1.4697 


1.2725 

1.3806 

1.3454 

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0.9541 

0.9541 

0.9541 

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0.9564 

0.9541 

0.9541 

0.9541 

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0.9564 

0.9541 

0.9541 

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0.9564 

0.9541 

0.9541 

0.9541 

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0.9564 

0.9541 

0.9541 

0.9541 

79 

0.9564 

0.9541 

0.9541 

0.9541 

30 

0.9534 

0.9545 

0.9541 

0.9541 

81 

0.9700 

0.9552 

0.9541 

0.9541 

32 

0.9689 

0.9589 

0.9541 

0.9541 

33 

0.9709 

0.9607 

0.9563 

0.9541 

84 

0.9749 

0.9603 

0.9603 

0.9541 

35 

0.9749 

0.9623 

0.9623 

0.9541 

86 

0.9747 

0.9693 

0.9693 

0.9541 

37 

0.9760 

0.9743 

0.9743 

0.9541 

88 

0.9753 

0.9743 

0.9743 

0.9541 

39 

0.9753 

0.9743 

0.9743 

0.9541 

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7 5 

0.3539 

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77 

0.3557 

73 

0.8524 

79 

0.3524 

30 

0.3573 

31 

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32 

0.9103 

33 

0.9200 

34 

0.9395 

3 5 

0.9395 

36 

0.9384 

37 

0.9449 

33 

0.9443 

39 

0.9443 

90> 

0.9449 


LDGTi 

LDGT2 

0.9027 

0.9027 

0.3573 

0.9027 

0.3508 

0.9027 

0.8541 

0.9027 

0.3541 

0.9027 

0.8508 

0.3378 

0.3524 

0.3373 

0.3427 

0.3373 

0.8611 

0.3373 

0.3703 

0.8436 

0.8681 

0.3631 

0.3778 

0.3773 

0.9065 

0.9065 

0.9335 

0.9335 

0.9335 

0.9335 

0.9335 

0.9335 

0.9335 

0.9335 


for 

ausn 


0.9027 
0.9027 
0.9027 
0.9027 
0.9027 
0.9027 
0 .9027 
0.9027 
0.9027 
0.9027 
0.9027 
0.9027 
0.9027 
0.3547 
0.3547 
0.3547 
0.3547 








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Low and High Altitude Ad ] us t.T.eo t Factor 
MT3E Blends bv Model Year and Tvoe: Ex 


MV 

LDGV 

ore-7 5 

1.0259 

75 

1.0246 

76 

1.0246 

77 

1.0246 

73 

1.0246 

79 

1.0246 

80 

1.0245 

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1.0318 

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1.0335 

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1.0340 

88 

1.0343 

89 

1.0343 

90 + 

1.0340 


LDGTl 

LDGT2 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0257 

1.0259 

1.0259 

1.0259 

1.0273 

1.0259 

1.0234 

1.0263 

1.0232 

1.0232 

1.0289 

1.0289 

1.0277 

1.0277 

1.0312 

1.0312 

1.0312 

1.0312 

1.0312 

1.0312 

1.0312 

1.0312 


5 for 
h a u s t 


HDGV 


1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 

1.0259 








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ve 7DC 



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11.7 osi 


MV 

IDGV 

LDGTl, 2 

HDGV 

LDGV 

LDGTl,2 

HDGV 

e- 7 5 

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1.0983 

1.0983 

1.0822 

1.0822 

1.0322 

“ 5 

I.0960 

1.0983 

1.0983 

1.0790 

1.0822 

1.0322 

“ 6 

1.0960 

1.0933 

1.0983 

1.0790 

1.0822 

1.0822 

i ! 

1.0960 

1.0983 

1.0983 

1.0790 

1.0822 

1.0322 

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1.0960 

1.0933 

1.0983 

1.0790 

1.0822 

1.0322 

7? 

1.0960 

1.0983 

1.0983 

1.0790 

1.0822 

1.0322 

e 

1.0950 

1.0979 

1.0983 

1.0778 

1.0815 

1.0822 


1.0940 

1.0979 

1.0983 

1.0765 

1.0315 

1.0322 


1.0897 

1.0979 

1.0983 

1.0713 

1.0815 

1.0322 

83 

I. 083 2 

1.0983 

1.0983 

1.0637 

1.0322 

1.0322 

34 

1.0756 

1.0974 

1.0983 

1.0556 

1.0809 

1.0822 

8 5 

1.0622 

1.0925 

1.0983 

1.0430 

1.0746 

1.0322 

36 

1.0497 

1.0717 

1.0983 

1.0327 

1.0513 

1.0822 

87 

1.0397 

1.0424 

1.0983 

1.0254 

1.0272 

1.0322 

83 

1.0342 

1.0424 

1.0983 

1.0216 

1.0272 

1.0822 

39 

1.0266 

1.0424 

1.0983 

1.0167 

1.0272 

1.0322 

90- 

I.0I82 

1.0424 

1.0983 

1.0117 

1.0272 

1.0822 










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APPENDIX A 


lastructiions on Calculating Cotuning 1 ing Ef 

Both Methanol and Ethanol 31ends Are used 


rn 




4 


Vi- ^-'C' cr.cj-'-’^ ,r 




V 


I 


Iv = cor 31 : ive E.Tiissions Increases from Comminciing 


SeccLons 3.1.2.2 and 3.I.4 mention 
emissions increase when an alcohol-containing 
mixed with gasoline in a vehicle's feel tank 
relacive to what evaporative emissions would 
two fuels been used in seoarate vehicles or 


succession with no mixing. This increase is, 


non-iinear 


increase 
fuels. 


in volatility 


that evapor 
a a s o 1 i n e b 1 e 

) i» • « sZ A • * ^ 

have been ha 
by one vehic 
in effect, d 


from 


m 1 X 1 n 0 


^ n o 


Mixing of MT3E blends with gasoline causes no 
increase in evaporative emissions due to commingling. 
4-17 gives the increases (as multiplicative adjustment fac 
in evaporative emissions with 100% use of an MT3E blend, 
increase for evaporative emissions for MT3c usage below 
should be linearly interpolated between the increase at 
m.arkei share and the increase given for the 100% mar<et 
case. 


Mixing of ethanol blends with gasoline does result in 
evaporative emissions due to commingling. Thus, the incr 
in evaporative emissions with a 50% market share of .et 
blends is more than one-half the increase for a 100% 
snare. A similar situation exists for methanol blends. 


If a market penetration of an alcohol blend is 
50% or 100%, an adjustment value for evaporative 
should be determined by use of quadratic equation t: 
three points given for 0%, 50%, and 100% market share 

and 100% market share values are given in the tables 
in tne previous paragraph. This methodology works w: 
single alcohol blend is being marketed. 


01 n e r 
emi s 
h roue' 




e n 0 


If a single alcohol blend is being marketed along wi 
MT3E blend, tne MTBE blend should be assumed to aco 
gasoline when commingled. Thus, the market shar 
non-oxygenated gasoline and MT3E blends should be added no 
and ised as described in the preceding paragraph and in Se 
4.2. 


If an ethanol blend and methanol blend are being m.ar- 
the ethanol blend should be assumed to act like gasoline 
commingled. Thus, the market shares of non-oxygenated tai 
and ethanol blends should be added together and us-e 
described above to determine the commingling effect tue t 
methanol blend. Also, it will be necessary to determin 
effect of commingling of the non-oxygenated gasoline an 








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.-rr t .* tc* fc*»‘C"'T' ir^ ,tr9ir r £7N* 

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ti 


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-^+.**v 9’ "ii* r,^ ~'. fJticr^t jr*£"‘ - 

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Ci t£i- : rr J£^, ‘troJ ♦ tlitn. t.- tluCfi io.-.fir,5t dpb 

i-* r- »L.‘t ,rr.' * tAyirj^nitb or j voGi^ b>v:rGBtb 


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_ 1 


_ "3 _ 


e tr.anc 1 
for the 
appr oc r: 


0 oawly f 0 t a rm iTiad parcentaca 


p.oL and ethanol blends 
acoicn of the .nar'<et. 


should be aooliad 


V a . j a 3 
bo tna 


The narrativa inforniation in the above 
be presented algebraically. The following 
are defined for use in the calculations. 


paragraphs can also 
fuel use scenarios 


Fuel Use Scenarios 


A non-oxygenated gasoline (Standard MOBI1Z3) 
3 100^ ethanol blends 

C 50% ethanol blends 

D 100% methanol blends 

E 50% methanol blends 

F 100% MTBE blends 

G w% non-oxygenated gasoline 

x% MTBE biends 
y% ethanol blends 
2 % methanol blends 
w% + x% + y% + 2 % = 100% 


Scenario G is the 
emission factor may 
straightforward ones 
factors are given in 


most general scenario for which a 
be required. The other scenarios 
for which model year-specific adjus 
Section 4. 


- 

ar a 


For a complicated case such as G, the following equation 
should be used to predict the adjustment factor (G=»-) to apply 
to a given m.odel year/vehicle type's evaporative emission facoor. 

Go f = (quadratic fit of the model year/vehicle type's 

adjustment factors for scenarios A, T, and E 
evaluated at 2 %) + 

(the adjustment factor for Scenario ?) (x/'130) - 

( 1- 2 /[ 100-y ] ) (quadratic fit of the adjustm.ent factors 

for Scenarios A, 3, and C evaluaced at ylj 


The three lines of the above equation represent the effects due 
to metnano 1 blends, MTBE blends, and etnanol blends. lo should 
be noted that the term in the third line 


(1 - 2/[100 - yl ) 

represents the fraction of the fuel subject to a comminulinu 
effect with ethanol. 





E 


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z/(100 - y) 


’•ecreser.zs "he fraction of the non-ethanoL fuel that is .ne th 


therefore considered 


and is tnererore consicered not to have an effect 
orr.TiingL inc with the ethanol blend. Commingling of the met 


thanol blends 
he ecuation. 


has alreadv been considered earl 





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APPENDIX 3 


Formula frr Quadratic Interpolation 3ased on 3lend Mar'< 


j 


LIBRARY OF CONGRESS 



I II II III mil Hill 11 |l••' 

0 006 564 218 9 



























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3 Treatment Date: March 2004 


Neutralizing agent: Magnesiu 
Treatment Date: March 2004 

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